Fuel feeding device for internal combustion engines



W. E. KEMP. FUEL FEEDING DEVICE FOR INTERNAL COMBUSTION ENGINES. APPLICATION men JUNE 26. 19119.

1,4:1 1 ,034. Patented Mar. 28, 1922.

2 SHEETS-38MB. 1.

/ i if HIHIII' HHllll Q INVENTOR W.'E. KEMP.

FUEL FEEDING DEVICE FOR INTERNAL COMBUSTION ENGINES.

APPLICATION FILED JUNE 26, I9I9.

1,41 1 ,034. Patented Man. 28, 11922.

2 SHEETSSHEET 2.

. l/Vl/ENTOR W 6,

ATTORNEY unirsn stares PATENT @Ftltifi WILLIAM E. xnmr, or new roan, n. Y.

Specification of Letters Patent.

Patented Mar. as, 1922.

Application filed June 26, 1919. Serial No. 306,992.

To all whom it may concern:

Be it known that I, VVILLIAM E. KEMP, a citizen of the United States, and a resident of New York, in the county of New York and State of New York, have invented certain new and useful Improvements in Fuel- Feeding Devices for Internal-Combustion Engines, of which the following is a specification.

The present invention relates to internal. colnbusion engines, and 'more' particularly to fuel feeding devices for four-cycle engines, in which the air, to which theliquitb hydrocarbon is to'be supplied', is caused to flow into the working cylinder of the engine by suction during the charging stroke. The main object of the invention is to provide a feeding mechanism, whereby apredetormine'd quantity of liquid-hy'drocarbon is supplied to the cylinderfupon each suction stroke of the working piston of the engine, the liquid-hydrocarbon being entrained, atomized and sprayed. by a confined stream and volume of compressed fluid that is produced bv and in unison with the opera- I tion of the engine.

'lVith these and other objects in view, which will more fully appear as the nature of the invention is better understood, the same consists in the combination, arrange ment and construction otparts hereinafter described, pointed out in the appended claims and illustrated in the accompanying drawings, it being understood that many changes may be made in the size and pro-. portion of the several parts and'details of construction within the scope of the appended claims without departing from the spirit or sacrificing any of the advantages of the invention. v

One of the many possible embodiments of the invention is illustrated in the accompanying drawings, in which Figure 1 is a vertical section taken through a portion of the cylinder of an internal combustion engine, with the improved feeding device thereon; Fig. 2 is a side ele ."ation of the feeding device, part of its cover being broken away to clearly show the interior construction; Fig; 3 is a section taken on line 3-3 of Fig. l; and Fig. 4 is an elevation of a cam and a portion of the valves of the feeding device, looking in the direction of the arrow denoted by the character X in Fig. 1 of the drawings.

In carrying out the invention, a vessel is 'n'ozzleof a pipe connected with a source of liquid hydro-carbon. The vessel communicates with the-engine cylinder at the top of the combustion chamber, the communication. be ng controlled by a valve. The two valves are so arranged 111 relatlon to each other that compressed'fluid, "flowing from the vessel into the cylinder, entrains, atomizes or sprays the '-liquid hydrocarbon issuing vtroni the passage. A cam act'uates the two valves, this cam being so timed that both valves are in open positions during the suction stroke of the piston in the cylinder, the valve or". the said passage closing curing the compression stroke, and both valves are in their closed-positions during the working and exhaust strokes. i

Referring. now to the drawings, the, numeral 10 indicates the cylinder of an inter nal combustion engine having a valve-controlled air inlet 10. The cylinder is fun thermore provided adjacent the top of its combustion chamber with a screw-threaded opening 11. With the threads of this opening mesh exterior threads. u on the tubular portion 12 of a casing 18; gasket 14:, encircling the said tubular portion, rests against the cylinder, it being held in position by a nut 15 on the tubular portion of the said casing. In the longitudinal axis of the casing is provided a tubular guide 16, connected with the casing, for instance, by ribs 17. Through thisguide extends sli'dably a tubular stem 18,.provided uponits end adjacent the cylinder with a poppet valve 19, the conical head of .which co-operates with a conicalvalve seat 20, that'is formed upon the outer end of the tubular portion 12 of the casing. In front of thesaid seat is formed in the tubular portion 12 an annular recess 21. The outer diameterot the stem 18 is substantially smaller than the inner diameter of the tubular portion 12 of the casing, so that, upon unseating the valve 19, a communication is established between the interior of the casing and the interior'of the engine cylinder. To.the opposite end of the stem 18 is attached a tubular head 22, having interior screw-threads 23, meshing with exterior screw-threads 24: 011 the vstem. An exteriorly threaded locking bushing 25 meshes with the threads of the head 22, permitting of an adjustment of the said head in relation to the stem. A spring 26, hearing against the head 22 and the ribs 17, serves to hold the valve 19 in its closing position.

Against the valve 19 bears a second poppet valve, denoted by the numeral 27, the stem 28 of which extends through the stem 18 and is provided at its opposite end with a head 29, which is slidably disposed in a recess 30 in the head 22. The head 29 is tubular, having interior threads 31, which mesh with exterior threads on the stem 28. A screwthreaded locking lug 32 meshes with the interior threads of the head 29 and bears against the stem 28, permitting the position of the last-mentioned head to be adjusted on the lasbmentioned stem. A spring 33 is disposed within the recess 30 of the head 22 and bears against the latter and the head 29, thus having a tendency to keep the valve 27 on its seat, that is to say on the poppet valve 19. The head 29'projects slightly beyond the head 22, for a purpose hereinafter to be described.

The stem 28 is flattened from about its middle portion toward andto. its valve 27, whereby longitudinal passages 34 are formed in the-tubular stem 18 of the valve 19, the said passages communicating through; a radial bore 35 and peripheral groove 36 111 the stem. 18 with a npzzle 37, that isconnected by a tube 38 with a supply of hqmdrhydrocarbon. A needle valve 39 1s PIQMBd for adjusting the nozzle, and to' this valve 18 fixed a lever 40, that is connected (by means not shown). with a' throttle associated with the air-inlet to-the engine 0 er g D For actuat' the vailves a, 09.111.41 .13 made use of. This cam is keyed to a shaft 42, that is rotated in unisonwiththe crankshaft of the engine, the gearing being such that the camshaft makes one revolution for every two complete turns of the crank-shaft. The cam-shaft turns in the direction of the arrow shown in Fig. 1 of the drawings, and is mounted in a housing 43, that is held upon the casing, for instance by screw bolts 44. Between the housing and the body ortion ofthe casing 13 are interposed shims 45. By replacing these shims with larger or smaller ones, as the case may be, the stroke of the. valves may be varied, at will. The cam is provided with a face 46, that extends throughout its width and serves to actuate simultaneously both valves, and with raised faces 47, which act on the head 22 of the valve stem 18 only. The design of the cam is. such and its shaft is so timed in relation to. the. crank-shaft that the cam. face 46 causes both valves to be unseated from the beginning and during the suction stroke of the. piston, the valve 27 being first. slightly lifte from its seat by reason of its head 29 projecting beyond the head 22 of the valve stem 18. At the. end. of the suction stroke, the valve 19 further advances from its seat, but the valve 27 is allowed to occupy its seat.

seats.

The 0 eration of this device is as follows n Fig. 1 of the drawings, the elements of the engine are shown in positions which they occupy at the moment the combustible mixture is ignited, that is to say at the beginning of the working stroke. In these positions the heads of both valve stems are out of contact with the cam faces, the valves being held in their closed sitions by the springs, oo-operating with t eir respective stems. Both valves remain closed during the worki "and exhaust strokes. At the beginning 0 the suction stroke, the edge I of the cam is brought to bear against the head 29 of the-valve stein 28, causing the valve 27 to be lifted from its. seat. Shortly thereafter, thehoad 22 of the valve stem 18 is shifted in the samedirection, whereby the valve 19is unseated, both valves remaining open substantially throughout the suction stroke of the piston in the cylinder. Due to the suction on partial vacuum in the cylinder, aid-hydrocarbon is caused tolflow'tcward t e valve :27. through: the passages 34, leaving the same through the annular s ace that is left het-ween the two valves; whm h are lifted from their seats. In tlmeeasing 13 has been stored during the revinus conipression stroke, imarmanner ereinaftet to be described,.acompressed mixture at liquidhydrocarbon 'and air; which flows during the suction stroke; into the cylinder, entraining, atomizing and spraying the liquid-hydrocarbon with which it comes into contact, as it (the compressed mixture) leaves the casing through the recess 21 above referred to. The fuel valve is opened in advance of the 0 ening of the compressed mixture contro ling valve to prevent retardation of the liquidhydrocarbon. The liquid hydrocarbon is effectively broken up, as it flows initially at an angle to the direction of flow of the compressed mixture.

When the piston is near its lower dead center on the suction stroke, the edges II of the cam faces 47 cause a further unseating of the valve 19, carrying with it the valve 27. the latter thus: occupying its seat. The valves are kept in these positions until the piston comes, near its upper dead center on the compression. stroke. During the 001m pression stroke a mixture of hydrocarbon and air is caused to flowinto the casing 13, in, which it. is confined. as soon as the valve 19 closes. This compressed mixture acts then on the next suction stroke in the manner above described.

The strokeof. either valve may be ad justed independently of the other by the locking bushing 25 and'locking lug 32, respectively. The strokes of. both valves may be adjusted simultaneously by shiftingthe cam-shaft 42 in the desired, direction, interposing shims 4:5, as required.

If the throttle of the air inlet to the cylinder is brought toward closing position, obvi'ously the vacuum during the suction stroke increases correspondingly. This increased vacuum would ordinarily tend to draw a. larger amount of liquid-hydrocarbon from the nozzle. In order to obtain the proper quantity of liquid-hydrocarbon as the degree of suction varies, the needle valve is connected withthe throttle, the connection being such that, upon bringing the throttle toward its closing position, the needle valve is also turned toward closing position. Obviously, the connection must be such as to vary the area of the nozzle in relation to-the area of the air inlet opening in proportion to the" ratio of air and licp1iCl-liyclrocarbo11 of the mixture under normal Working conditions.

In case of inulti-cylii'ider engines, each cylinder is providedwith a te .:ding attacln ment of the type herein described, the nozales of all attachments being connected to a fuel supply pipe common to all. A single cam-shattis provided, the cams thereof being staggered. in the same manner as the respective cranks ot the crank-shaft are disposed in relation to one another.

What I claim is 2- I. In an internal combustion engine, the combination with the engine cylinder having an air-inlet, of a closed casing communicating with the combustion chamber thereof through a valve-controlled opening, a valve controlled passage leading to said cylinder in proximity of said opening and connected at its other. end with a nozzle of a liquidhydrocarbon supply pipe, and means operated in unison with the engine for establishing a communication between said cylinder, casing and passage during the suction stroke of the piston in the cylinder, leaving the communication between said cylinder and said casing open during the compression stroke and keeping both communications closed during the working and exhaust strokes.

' 2. In an internal combustion engine according to claim 1, said passage extendin through the valve controlled opening of said casing.

3. In an internal combustion engine, the combination with the engine cylinder having an air-inlet, of a. closed casing connected by a tubular member with the combustion chamber of said cylinder, a valve adjacent said cylinder for said tubular member, a. passage leading to said cylinder in proximity of said tubular member connected at its other end with the nozzle of a liquid-hydrocarbon supply pipe, a valve ad acent said cylinder for said passage, and means operated in unison with the engine for elevating both valves from their seats during the suction stroke of the piston in the cylinder, keeping the valve associated with said tubular member elevated during the compresslon stroke and seating both valves during the working and exhaust stroke.

4. In an internal combustion engine according to claim 3, said two valves being disposed concentrically and the seat of said passage valve being constituted by said casing valve.

5. In an internal combustion engine ac cording to claim 1,tl1e communication during the suction stroke between the cylinder and passage being opened slightly in advance of the communication between the cylinder and said casing.

6. In an internal combustion engine, the combination. with the engine cylinder having an air-inlet, ot a closed casing adapted to communicate with the combustion chamber thereof through an opening, a passage leading to said cylinder in proximity of said opening connected at its other end with the nozzle of a liquid-hydrocarbon supply pipe, means for controlling the communication be tween said opening and cylinder, means for controlling the communication between said passage and cylinder, and means operating in unison with the enginefor establishing a communication between said cylinder, casing and passage during the suction stroke of the piston in the cylinder, leaving the communication between said cylinder and said casin open during the compression stroke an keeping both communications closed during the working and exhaust strokes.

7. In an internal combustion engine according to claim 6, said passage leading through said openin 8.'In an internal combustion engine, the combination with the engine cylinder having an air-inlet, of a closed casing adapted to communicate through an opening with the combustion chamber of said cylinder, a passage leading to said cylinder in proximity of said opening and connected at its other end with the mozzle of a liquid-hydrocarbon supply pipe, a valve controlling the communication between said casing and said cylinder, a valve controlling the communication between said nozzle and said cylinder, and a cam rotating in unison with the engine for shifting both valves to opening position during the suction stroke of the piston in the cylinder, leaving the casing valve in open position during the compression stroke and allowing both valves to be closed during the working and exhaust strokes.

9. an internal combustion engine according to claim 8, comprising means for adjusting the strokes oi both valves indepcndentl-y of each other and also simultancously, wt will.

10-. In an internal combustion engine according to claim 8, said valves being disposed" concentrically and said casing valve forminga seat for said p valve.

1].-. In on internal combustion engine according to claim 8, said valves being disposedconcentrical'ly within a, recess in said cylinder and said casing valve forming a seat for said passage valve, whereby the direction of flow of the liquid-hydrocarbon is changed as it issues between said valves.

12. The method of feeding liquid hydrocarbon to the cylinder of on internal combustion engine, which consists in char during the compression stroke of the piston of the 'ne 9. closed. easing with a compressed mixture of Liqnidhydnogarbon and air firom said cylinder, inducing a flow of liquid hydrocarbon into the. cylinder during the next suction stroke and permitting the previous charge in seid-ees' to flow durmg the said. suction stroke into the cylinder the liquid hydrocarbon, so as to atoms and spray the same.

emma 13. The method of feed' 1' Hid-hydrocarbon to the cylinder of irft ernnl com bustion engine, which consists in charging during the compression stroke of. the piston of the engine a closed casing with a compressed mixture of liquid-hydrocarbon and air from said cylinder, permitting this charge to flow .into the cylinder during the next suction diroke and 'inducin simultaneously a flow of liquid-h droca 11 into the cylinder, said compresse charge flowing at an angle to the direction of flow of the liquidhydroca1'b0n, whereby the latter is atomized and sprayed.

, 14. The method of feeding liquid hydrocarbon to the: cylinder of an internal combustion engine, which consists in charging during the. compression stroke of the piston of the. engine a. closed casin with a compressedflnid from said cylin er, inducing a flow of liquid-hydrocarbon into the cylinder during the next suction stroke and permitting the previous charge in said casing to flow during the said suction stroke into the cylinder past the liquid-hydrocarbon, so as to atomize and spray the same.

WILLIAM E, KEMP. 

